Combined motor and transmission control



E B. WILES.

- COMBINED MQTOR AND .TRANSMISSION CONTROL.

APPLic/Umu FILED OCT. 1. 1921.

1,436,422. I PatqntedN0v.21, 1922.

Patented Nov. 21, 1922.

UNITED. STATES PATENT OFFICE-.1 v

EDWIN B. WILES, OF KANSAS CITY, MISSOURI.

comnnmn' moron AND TRANSMISSION CONTROL.

Original application filed November 8, 1920, Serial 1%. 422,455. Dividedand this application filed October To allwhom it may concern:

Be it known that I, EDWIN B. WInES, a citizen of the United States, anda resident of Kansas City, in the county of Jackson and State ofMissouri, formerly of Chicago, Illinois, have invented certain new anduseful Improvements in Combined Motor and Transmission Controls; and Ido hereby declare that the following is a full, clear, and exactdescription thereof, reference being had to the accompanying drawings,and to the letters of reference marked thereon, which form a part ofthis specification.

This invention relates to a novel and improved combined motor andtransmission control and consists of the matters hereinafter describedand more particularly pointed out in the appended claims.

The present application, except as hereinafter indicated, is adivisional application and presents matter originally included inbodying the invention in a, plane indicated.

by the line 2-2 of Figure 1.

Figure 3 is a detail sectional view of Figure 2 in a plane indicated bythe line 3-3 of Figure 2.

Figure 4 1s a like sectional view of Figure 2 I in a plane indicated bythe line 44 there- 0 1 Figure '5 is a top plan view of a controlling armand sector by means of which the gear shift is operated.

Re'ferrin now to that embodiment of the invention ilustrated in thedrawings :-15

indicates the body of a motor vehicle, 16 the floor thereof, 17 thehood, 18 the dash, and 19-20, the usual steering post and steerlngwheel.

21 indicates the transmission gear box; 22

is the driven shaft which drives the familiar differential gearing (notshown) and which itself is driven by the motor shaft (not Serial No.504,541. g

shown) either directlyor through the gear- 6 ing in the gear box.

The gear shift contained in the box 21, may be, and is preferably, ofthe land illustratedand described in my above named application, SerialNumber 422,455. Said gear a shift is operated by means of a horizontal,oscillatable arm 23, located above the transmission gear casing in asemi-cylindrical casing 23. Said arm is pivotally mounted on an uprightstud or pin 23". The arm 23 has an arcuate flange 24, provided withinternal gear teeth 25. Arranged at either sideof the arm 23, andmounted on suitable studs in the bottom wall ofthe casing 23*, are mu:tilated gears 26-27, which are adapted to be engaged by the internalteeth 25 of the arm 23. Said gears have radial shoulders 26 27"*, whichare adapted to be engaged by the ends of the flange .24,which'engagement imparts an initial rotative movement to the gear 26 or27. The ear 26 has a crank pin 26", which is connected by a pitman 28 toa gear shift rod 283*, and the gear 27 is similarly connected by a crankpin 27 and pitman29 to the other gear shift rod 29*, said pitmen beingextended in opposite directions, the one 29 towards the front of thevehicle or to the left,'as seen in Figure '2, and the other, towards therear or to the right, as seen in that figure. Each pitman is connectedto' its associated rod by means of a suitable swivel joint 30 whichpermits the necessary swing of the pitman. The rods 28, 29 areyieldingly locked, when their respective yokes are in neutral position,by

means of spring controlled pins 29*, 28 (see which are adapted toengagein notches 29-", I

By the operation of the arm 23, first to the right to give a quarterturn to the gear 27, and then to the left, restoring said gear 27 tofirst position and imparting athreequarter turn to the gear 26, the gearshift in the box 21 is designed to be carried through.- the usual threespeeds in succession with a neutral point between each speed. Themovement of the arm 23 to the right again brings the several speeds intooperation in the reverse order, and a further movement of the arm 23beyond its position when the first speed is given, brings the reversegearing into play--allas more fully fixed to-the bottom end of saidshaft and extending substantially parallel to the arm 23, has its rearend connected to the rear end of said arm by a link 34. A lever arm 35is attached to the top of the shaft 31 and is adapted for coaction witha notched segment 36 on a plate 37 attached to the bot* tom wall 18 ofthe dash 18. The notches in the segment are arranged to correspond withthe different positions of the lever arm 35 corresponding to thepositions of the arm 23 for the several speeds including the reverse andthe neutral points intermediate said speeds.- The segment bears numbersor other indicia to denote, the several speeds at the dilferent pointsas clearly indicated in Figure 5.

The gear shift is connected with the throttle valve in the followingmanner 38 indicates the operating rod for the throttle, said rod beingcapable in the examples illustrated, of a longitudinal reciprocablemovement,to the left as shown in Figure 1, to close the throttle, and tothe right to open the throttle. A foot pedal lever 39 is 'pivotallymounted on a bracket 40 attached to the floor of the vehicle, and hasits bottom. end connected by a link 41 to the throttle rod 38. The footpedal 39 is capable of a rocking movement forward and back,'readilvbrought about by raising and lowering the heel,-the first movement 0erating to push tl1e .rod 38 forwardly to c ose the throttle, and thesecond movement operatingto pull the rod 38 rearwardl'y to open thethrottle. In this way a positive control of the throttle valve isprovided both 1n the opening and in the closing of the throttle, andsprings for this control are obviated.

In addition to the foregoing positive coutrol of the throttle valve, Ialso provide means for connecting the throttle valve with the gearshift, so that said valve is actuated automatically during the shiftingof the gears. Said means are as follows 1-- On the bottom of the gearshift control shaft 31, is fixed a segment 42. Said segment has anarcuate rim 43 on which are arranged a plurality of arcuate inwardlyfacing shoulders 44, said shoulders each corresponding with a neutralposition of the gear shift. Midway between said shoulders, and spacedradially outwarditherement than the shoulders themselves,- the.

amount being determined by the adjustment of said screws. In line withthe throttle rod 38 is a short supplemental rod 49, carrying at its rearend a finger 50, adapted to engage, through the medium of ananti-friction roller 51, with the inwardly facing shoulders 44, and withthe parts of the spring band 47 exposed between said shoulders. Thesupplemental rod is connected by a spring 52.to the main throttle rod38. These parts are so-adjusted and arranged that when the roller. 51 isengaged with one of the inwardly facing shoulders 44, the throttle rod38 will be pushed forward to its limit so as to close the throttlevalve. When the roller engages I a part of the spring band intermediatethe inwardly facing shoulders 44, which points correspond to theposition of the shift mechanism when the driven shaft is in one or theother of the several speeds or reverse,

the throttle will be held open a certain amount, as, for example, todrive a car at ten, fifteen, or twenty miles an hour, or even more,dependin 'upon the adjustment of the screws 46. 3y this arrangement,when the gear shift is assing from one speed through theneutra point toanother speed, the throttle will be automatically closed during the timethat the shift passes through the neutral point,,and will beautomatically opened, gradually, to operate the motor at thepredetermined speed whenone or the other of the speeds is brought intoplay; but in each case of shift of the gear from one speed to the other,the throttle will be closed at each neutral point, which permits theshifting of the gears without actuating the vehicle clutch.

By .reason of the spring 52, it will be manifest that the foot pedal 39may be op- Ill ill

erated independently of'the segment 42. The

car, however, may be driven with the throttle controlled entirely bysaid segment, in which case it is not necessary to use the foot pedal 39at all unless in emergency, as

In addition to the foregoing, all of which was. disclosed in theaforesaid original application, I provlde preferably the followmay 'responding to the neutral points,

ing construction, in order that the throttle may be set by the usual gaslever to correspond with a certain speed at which the engine maybe run,independently of the other controls described: This comprises the usualcrank arm at the bottom of the shaft 54, which extends up through thesteering post 19 and carries at its top end the usual gas arm yieldinglink 56; a bell crank lever 57 fulcrumed at the side of the engine; andarod 58 pivotally connected to alug 59 fixed to the throttle-valve-rod38 at a point nearer the throttle valve than the connection of-the footpedal 39 with said rod.

By this construction, the throttle valve be set by meansof the usual gaslever 55, and the foot pedal 39 may be operated independently, to openor close the throttle valve to points above or below the point set bysaid gas lever.

Many advantages of the invention will be apparent to those familiar withthe art. While in describing my invention I have referred to certaindetails of mechanical construction and arrangement of parts, it is to beunderstood that the invention is to be in no way limited thereto exceptas pointed out in the appended claims.

I claim the following as my invention 2- 1. In combination with a gearshift mechanism, including a rock shaft, adapted to shift the gearsthrough the several speeds and neutral points in succession, a segmentfixed to said shaft, means providing a trackway on said segment havinglow points corand high points corresponding to the several speeds ofsaid gear shift, a rod for operating the engine throttle valve, and afinger connected to said operating rod and adapted to ride on v saidtrackway.

2. In combmation with a gear shift mechanism, including a rock shaft,adapted to shift the gears through and neutral points in succession, asegment fixed to' said shaft, means providing a trackway on said segmenthaving low points corresponding to the neutral points, and high pointscorresponding to the several speeds of said gear shift, means foradjusting the high points of said trackway, a rod for operating theengine throttle valve, and a finger con-.

. anism, including responding to the neutral points,

valve arm and the several speeds nected to said operating rod andadapted to said gear shift, a main operating rod and foot pedal leverfor operating the throttle valve, and a finger yieldingly connected tosaid operating rod and adapted to ride on said trackway.

4. In combination with a gear shift mecha rock shaft adapted to theseveral'speeds and neutral points in succession, a segment fixed to saidshaft, means providing a trackway on said segment having low pointscorand high points corresponding to the several speeds of said'gearshifts, means for adjusting'the high points of said trackway, a mainoperating rod and foot pedal lever connected thereto for operating theengine valve, and a finger yieldingly connected to said operating rodand adapted to ride on said trackway.

5. In an automobile engine control, in combination with the throttlevalve, the main operating rod for the same, the throttle the shaftoperated by said down through the steering shift the gears through armextending throttle post, an arm fixed to the bottomend of said shaft, abell-crank lever, a yielding device connecting said lever on one sidewith said second named arm, a rod connecting said bell-crank lever onthe other side with said operating rod, and a foot pedal leverforpositively moving the said operating rod in either direction.

In testimony, that I claim the foregoing as my invention, I affix mypresence of two witnesses,,this 28th day of September, A. D. 1921.

EDWIN B. WILES. Witnesses: a

W; R, YORK, R. R. ROBINSON.

signature 1n the v

